Lubrication apparatus for engines



Jan. 3, 1950 H. JAYNES LUBRI'CATION APPARATUS FOR ENGINES 3 Sheets-Sheet1 Filed Jan. 9, 1947 HAL B JAYNESI INVENTOR ATTORNEY Jan. 3, 1950 H. B.JAYNES LUBRIGATION APPARATUS FOR ENGINES 5 Sheets-Sheet 2 Filed Jan. 9.1947 INVENTOR;

H'AL B- JAYNES ATTORNEY Jan. 3. 1950 H B. JA-YNES I LUBE]:J'AEIYIONAPPARATUS FOR ENGINES Filed Jan. 9 1947 3 Sheets-Sheet 3 HAL. B. JAYNES,

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Patented Jan. 3, 1950 UNITED STATES PATENT OFFICE LUBRICATION APPARATUSFOR ENGINES Hal B. J aynes, Lenoir, N. 0.

Application January 9, 1947, Serial No. 721,093

6 Claims.

This invention relates to apparatus adapted to be associated with aninternal combustion engine for supplying proper lubricant to the crankshaft bearings and the connectin rod bearings when the usual operationof the engine under certain conditions will not supply this lubricant.

In the process of starting an internal combustion engine, when thestarting motor switch is closed, it is a well-known fact that the properamount of lubricant does not immediately go to z the bearings of theengine until sufficient oil pressure has been built up by the oil pump.Also, it is quite evident that during a hard pull of an engine where itis overloaded, it is necessary for additional lubricant to be suppliedto the bearings and to the crank case of the engine. Also, it is awell-known fact that in climbing long, steep grades, that sometimes thelubricant will all pass to one end of the crank case and the oil pumpwill not properly pump the required amount of lubricant to the variousbearings of the engine, thus resulting in undue wear and, sometimes,failure.

It is, therefore, an object of this invention to provide meansassociated with an internal combustion engine to supply the properamount of lubricant at all times to the various wearing parts of theengine.

Some of the objects of the invention having been stated, other objectswill appear as the description proceeds when taken in connection withthe accompanying drawings, in which Figure l is a side elevation of aninternal combustion engine, and showing my invention applied thereto;

Figure 2 is an elevation taken from along the line 2-2 in Figure 1;

Figure 3 is a schematic view, partly in section, of the mechanismadapted to be associated with an internal combustion engine;

Figure 4 is an enlarged vertical sectional view of the uppermost centralportion in Figure 3;

Figure 5 is an enlarged vertical sectional view of the lubricantretarding means shown in the lower central portion in Figure 3.

Referring more specifically to the drawings, the numeral I0 indicates aninternal combustion engine having a crank case I I, in which is disposeda plurality of main bearings l2, I3 and I4, in which a crank shaft, notshown, is adapted to be mounted. The crank shaft has connected theretothe lower end or bearing portions of connecting rods I6, I1, I8 and I9.The crank case I I is adapted to have the required quantity of oiltherein. Each connecting rod bearing has a scoop on the bottom thereofand a bore leading from the scoop to the crank on the crank shaft,dipping the lubricant from the crank case and forcing it to theconnecting rod bearings.

I provide a plurality of cups 22, 23, 24 and 25, which are adapted tohold a quantity of oil, through which the lower end of the connectingrods travel for scooping oil from these pans 22 to 25, inclusive. Theengine has associated therewith a suitable battery 21, grounded as at28, having a wire 29, leading therefrom. This wire 29 leads to anignition switch 30 and onto a contact screw 3I, in an air-tight casing32. The wire 29 has branching therefrom a wire 33 which leads to astarter switch button 34 adapted to be depressed by a suitable pedal 35.This start ing switch 34 is a metallic conductor and is normally held inraised position by means of a compression spring 36. When depressed, itis adapted to engage contacts 31 and 38. From contact 31, a wire 40leads to a. starter motor 4| which is grounded as at 42. From contract38, a wire 43 leads to another contact screw 44, penetrating the wall ofhousing 32. From contact 3|, a wire 45 leads to a contact point 46disposed on a fixed assembly 41 having integral therewith a soft ironcore 48. Swingably mounted, as at 50, is an assembly 5| having a magnetcoil 52 therein which has a soft iron core 53 projecting from theleft-hand side thereof in Figure 3. Mounted on this assembly 5! is theresilient airtight washer 55, and the free end of assembly 5I has acontact 51 thereon in alinement with contact 46. A wire 58 connectscontact screw 44 with contact 51.

Mounted on the front portion of the engine is a bracket 60 by anysuitable means, such as screws BI, and this bracket has pivotallysecured thereto, as at 62, a lever 63 which is pivoted thereto as at 64,downwardly extending arm 65 having a vane 66 thereon. The lever 65 has aresilient valve disk 61, such as rubber, mounted on its rear edgeintermediate its end. The pivoted member 63 has a washer 68 on its upperfront surface, adapted to be engaged by a compression spring I0, andwelded to the bracket 60 is a lug 'II having a screw I2 threadablymounted therein and having a disk I3 adjustably mounted thereon andagainst which the other end of compression sprin I0 rests.

The front surface of the upper portion of pivoted member 63 has aresilient valve or valve washer I5 secured thereon, which is held inengagement with the front end of a pipe I6 by means of the compressionspring 10. The valve 61 is adapted to engage the front end of a pipe 311 fixedly mounted in a projecting portion 18 on bracket 50.

The pipe 15 has connected to the rear end thereof a T 00, to which isconnected a pipe 8|, which is connected to the intake manifold 82 of theinternal combustion engine I0. Also connected to the T 30 is one end ofa pipe 83, whose other end is connected to a casing 84, which has anopening 08 in its upper end normally closed by a valve 85 which hasdepending therefrom a rigid stem 80, having a weight 81 on its lowerend. Near the lower end of housing 84 there is a partition 93 having ahole BI centrally disposed therein. The lower portion of the-housing 84immediately below the partition 90 has perforations I15. To the lowerend of housing 84 is fitted a flexible diaphragm 92 confindby abottommember 33, being secured in position by bolts 94. Connected to the otherside of the housing from the point of connection'of pipe 83 is a pipe 95which is connected to-a'T 96, and tothe other end of the T 90 'is'connected a pipe-91, which has its other endconnectedto the top ofhousing 32. Also connected to the T36 is a downwardly'extending pipe Iwhose lower end is connected to and penetrates the top of an auxiliaryoil tank IiII. Mounted for up-and-down movement in pipe I00 is a stemI02 having a crosspiece I03 on its upper-endto limit itsdownwardmovement. To the lower end of stem I 02 is connected a float ballI04-which has a washer M4 on its upper surface adapted to engage andclose the restricted lower'end of pipe I00 when the liquid in tank IOIrises high enough to force the washer H4 against the lowerend'of pipeI00.

The h'ousing32 is secured-to one side of the tank I 0| by-means ofscrews l05. To the lower endof tank- IBI is secured a'concavo-convexbottom Iiifi-by means of bolts I01. Secured between the bottom 406 andthelower 'endof tank IOI is a fiexiblediaphragm-"I08, thus formingan;air chamber I I 0 betweenthe di aphiagm I08and the bottom I06, whilethe lubricant chainber thereabove is designated by I09. Secured to thelower surface of diaphragm I08, as by-means of'a screw III, is acompression spring I'I-3 Whose lower end issupported by an'annularprojection H9 on the upper sideof bottdm I06. communicating with'the'interior 'onannuiar projection I06 is apipe II2 whose otherendpenetrateshousing 32 and is adapted to be contacted by thewas'her55.

The flexible resilient washer'55 'onassembly is adapted to rest'by'gravity on 'theopen end of the pipe II2 whlch perietra'tes' the'wall ofhousing'BZ. The compression spring I'I3 normally tends to movethe-diaphragm I08 to the position shownin Figure 3.

The pipe 11 leads to'a check valve II5, which has a pipe IIBextending-downwardly therefrom and is connected to a' T II1. 0n=one sideof T II1 a pipe H8 is led in'to tlie lower portion of theauxiliary oiltank IOI. From the other side of the T- II1 a pipe I'is leddownwardlyto'a T I2I, which has leadingtherefrom-a pipe I22 connected to one sideof a check valve I23, and the other side of the check valve has a pipeI24, which is connected to a' -pipe l 25.

The pipe I25 is connected at its lower end to a housing I26 which has adiaphragm I 21 therein which is normally held'in raised position by-acompression spring I28. The diaphragm I21 has a hole I 30 centrallydisposed therein and the bottom I32 of the housing I26has'an annularwell 133 so that when sufficient pressure isapplied this pipe has risingupwardly therefrom a plurality of branch pipes I31, each of which is con-nected to the oil cups 22, 23, 24 and 25 associated with the connectingrod bearings I6 to IS, inelusive.

The pipe'l25'is also connected to a pipe I40 which has a lubricant pumpI4I disposed therein,

arid'from' the other side of lubricant pump MI,

a suction pipe I42 is led into the lower portion of the ci'ank-case' forsupplying oilto :the'lubricant pump. Theoutput pipe I40'of the lubricantpump I'4I not only supplies oil to pipe I25, but also supplies on-to-a-pipe I43 which has its ends connected 'to' crank shaft bearings I2and I4, and has 'an'intermediate branch pipe I46-connected to middlecrank shaft'bea'ring I3.

Leading from T I ZI-is a' ni'pple I50 which is connected to a TI5I,-wlfich' hasconnected to one side thereof a check valve' 'I52 whi'chhas an elbow pipe I53 l'e'adin'g therefrom to a T I54 in pipe I 43.--Leading downwardly from the lower portion of T"I5I isa pipe I55 whichhas a check valve-I56 in the lower'end thereof submerged in the crankcase oil'which permitsupwardflow of oil in pipe mm pr'events'downwardflowof oil through pipe I55. The crank 'sha'ft, -which is not shown inF'igu're 3 for sake of clearness, is shown inF-igure land is indicatedby reference character 1'50, and'has'mounted thereon a conventional -v-'u11ey-=' I6I, on which is mounted'a V-be1t'i62, which is connected to aV-pulley I63, mounted on a stub shaft I64, and this v pulley I63 hasintegral therewith arplurality of fan blades- I65. This fan, of course,rotates at all times the engine is running, and therefore, causesairpres'sure-to-be exerted against the vane 66 which is the key to theoperation'of this installation.

The oil pressure pump I 4 I as has previously been-' -des'cribed,applies pressure through pipe I40 to the pipe I43'and the main bearings.Adjacent the rear end ofthis pipe I43is connected a'pipe I61 whichex-tends-to a'T I68 which has connected to one side thereof an oilpressure gauge I69, and'leading also from this'T is a pipe I10 which isconnected to the lower end or bottom portion 93 of thehousirig fl.

' Method of operation Let us assume that the partsareirr'the position asshown in 'the drawings when the engine is standing still except thediaphragrns 92 and -I08 are in a lowered position. Why'the diaphragms 92and I08 are in a lowered position when the engine is standingstill' willbe-later described. Let us assume that-the operator closes the ignition1switch 30' and'depre'sses the starter switch 34. This willcause'currentto flow to both contact screws 3I- and 44 and-to contact points-'46and-51. Currentwill'also flow through the'magnetic coil 52andwill-energize this coirand'cause its core 53 to move against'the'softi'ron'block 48. 'During thei'nitial starting procedure of the-engine;that is, during the time that thesta'rter motor 4 I is turning the crankshaft I60 in the conventional manner, the manifold 82 will not create avacuum in the pipelines 8|, 83, 95 and 91 until the engine is started.There being no vacuum in the pipes 83 and 95, there will also be novacuum in the housing 84 and, the diaphragm 92 being in its loweredposition, as soon as the washer 55 moves away from the open end of thepipe H2 in the housing 32, air will pass through the ports I15, throughthe hole 9| in the partition 90, through the pipes 95 and 91 to thehousing 32, and thus will enter the open end of the pipe H2 and willfill the chamber I I and allow spring I I3 to move upwardly to theposition shown in Figure 3. This will raise the oil 9 in the auxiliaryoil tank Iii, as well as the oil in the pipe H8 to a point where it willpass over and through the pipe T IN and thus downwardly, by gravity,through the pipe I23 and then through pipes I50, I53 and I43 to the maincrank shaft bearings I2, I3, and M. This oil will also flow through thepipe I22, the check valve I23, and pipe I25 into the housing I28 and thepressure of the lubricant as it falls through the pipe I25 onto thediaphragm I2! in the housing I26 will be sufficient to move thediaphragm downwardly against the annular well I33 and will thus permit alimited amount of oil to flow through the pipe I35 and pipe I35 to allof the oil cups 22 to 25 inclusive.

The hole I34 in the side wall of annular well I33 is smaller than thehole I30 in the diaphragm I27, but due to the pressure of the oil fromthe reservoir H39, the hole I34 will permit an approximately normalsupply of oil to reach the cups 22 to 25.

The purpose of feeding lubricant to the main crank shaft bearings I2, I3and I4 and to the cups 222, 23, 24, and 25 at the instant the starterswitch 34 is closed, is to insure that the crank shaft bearings as Wellas the connecting rod bearings will have an ample supply of lubricantupon starting rotation which has heretofore not been possible, due tothe fact that the oil pump I4I does not turn over with suflicient speedto generate any oil pressure at all during the initial startingprocedure of the engine; that is, during the time that the startingmotor M is transmitting rotation to the crank shaft I60.

When the engine is started and the starter switch is opened, sincecontacts 46 and 57 are in contact with each other, current will continueto flow through the coil 52 even though the starter switch is notallowing current to flow through the wire 43. This, of course, will holdthe washer 55 away from the open end of the pipe H2 and simultaneouslywith the engine starting to run under its own power, the slip streamfrom the fan I85 will move the vane 69 rearwardly and cause washer 6? toclose the front end of pipe IT and thus prevent the air from enteringthrough the pipe I! and the check valve H and pipe Us to the pipes H8and I20. Now, assuming that the diaphragm I08, upon being urged upwardlyb the spring H3 in the manner heretofore described, caused the oil toflow over and through the pipe T ill at the juncture of the pipes H8 and520, immediately upon the open end of pipe 72 being closed by the washer61, the pipes H8 and I28, being filled with oil, will create a siphoningaction on the lubricant 9 in the auxiliary oil tank IM and, in thisevent although the level of the oil 9 in the tank IOI may be below thehorizontal plane of the pipe T III, the oil 9 in the tank {0| would besiphoned through the pipes H8 and I to the bearings 12, I3, and I4 andthe cups 22, 23, 24 and 25. However, this siphoning effect in the pipesH8 and I20 Works inboth directions; that is, when the diaphragm I08 ismoved downwardly, as will be presently described, the oil will besiphoned in the opposite direction, through the check valve I56, whichis immersed in the oil 20 in the crank case II and through the pipes I20and H8 back into the tank IOI. The check valves I23 and I52 will preventoil in the pipe lines I43 and I from being siphoned back into the pipesI20 and H8.

Immediately upon the engine having been started, obviously, the manifold82 would create a vacuum in the pipe lines BI, 83, 95 and 91 as well asin the housing 32, thereby creating a vacuum in the pipe line H2 andthereby causing a vacuum in the chamber H0 and to thus lower thediaphragm I08. This Will tend to withdraw the oil in the mannerheretofore described as the diaphragm I08 is moved downwardly.

At this time the diaphragm 92 will have been forced upwardly to closethe hole 9I in the partition 90 which will also prevent the ingress ofair through the ports I15 to the housing 84 and this diaphragm 92 willbe urged upwardly to this position by means to be presently described.

Now as the engine attains higher than cruising speed, and is not runningunder any heavy load, the R. P. M.s will increase, of course, to thepoint where the vane 65 will be pushed further forwardly with the pivotof the lever 65 being on valve Washer 61. This will exert a forward pullon the upper end of link 53 on its pivot 62', which will pull its washerI5 away from the front end of pipe 75. This will break the vacuum in thepipe 8I leading from the intake manifold 82 and in the meantime the oilpressure pump will be pumping oil through pipes I40, I25, casing I20,diaphragm I2I, pipe I to oil cups 22 to 25, inclusive. Oil pressure willalso be passing through pipes I40, I43, I61 and I10 to the lower portion93 of housing 84 as indicated by reference character 8 and will push thediaphragm 92 up to the point to close the hole 9| in the partition 90.The vacuum will also be broken in the upper end of auxiliary tank I0'I,as well as in the air chamber I through pipes 97 and H2, and this willcause the auxiliary oil tank IOI to empty by siphoning through pipes H8and I20. Inasmuch as the engine has been running higher than cruisingspeed as described in the preceding paragraph, the reservoir I09 isempty and the diaphragm I08 is at rest in the raised position shown inFigure 3. Prior to a hard pull, the oil supply must be replenished. Nowas the engine R. P. M.s decrease to normal cruising the vane 66 willmove forwardly or to the left in Figure 3 to a position where the leverwill no longer be pivoted at the valve washer 87 but the valve washer 61will continue to close the front end of pipe TI. The spring I0, havingbeen adjusted to a predetermined pressure, will cause the valve washerI5 to close the end of pipe I6. During this time the oil pressure isnormal, therefore, the diaphragm 92 in housing 84 will continue to closethe hole 9| in the partition 90.

Since the ends of pipes I6 and I? are closed and the engine has not beenplaced under a sufficiently hard pull to decrease the manifold pressure,the vacuum thus created will cause the diaphragm I08 to move downwardlyand will create a. vacuum in reservoir I09 and will siphon egeaaaso Ioilirom the crank. case; M throughzcheck valve 156,;pipes; I55, I20 andH8. to auxiliary'oiltank 10L i-Nowpift the motorispiacedunden a hardpull, therewillbe lessavacuun'i.in'. the intake manifold and. thustheamount; of vacuumin the chamber H LwilLbe decreasedand.the..diaphragm I08 will raise-izupwardly. and.the:oil..from tank IOIwill siphonctln'oughpipes II8,iI20-and I43 to themain.crankshaftbearings I2, I3.and I4. The limited vacuumbausedbynahardpull also releases the. floatballa 104:.thereby permitting the oil 9 inreservoir I09 to siphon by gravity through pipes IIB, I29 .and. I43.tothe maincrank. shaft bearingsand through pipes IIil,v I20 and I25,through housing I26. as heretofore described, through pipes :35,I36-andI3'I to cups22 to 25, inclusive.

Now, if the engine is placedat an angle, such as. climbing ordescending. a steepgrade so that the .011 lSIEIlOt evenly distributed;throughout the crank case, the, pendulum 31 will swing and unseat oneside. of valve and will therebybreak the vacuum in casing 84 which willlikewise. break the vacuum in the top of. compartment I09 and incompartment IIO which will allow the oil in tank ISI todrain back tocrank case bearings and as soon as the motor reaches approximately levelground, this vacuum in housing 84 will be restored, causing a depressionof diaphragm I08 and the. oil will be'siphoned back through pipe I55into the auxiliary tank IOI.

Proper oil-pressure from the oil pump MI through a series of pipes,including pipe I'I0, to the space below diaphragm 92 will force thediaphragm 92 up against the opening 9| in partitionSIl and will,therefore, prevent ingress of 'air'through openings I 75in the lowerportion of housingtl i and thus create a proper vacuum in 'thechamber H0which will lower the diaphragm I08 and 'cause the oil in the crank caseto be drawn back'into the tank 'IOI through pipes I55, 020 and H8.

If there'is a" sudden dropin oil pressuredue to a lack of oil inthe'crank case II, or for any other reason, and 'the R. P. M.s are greatenough -to causea normal vacuum' as a result of manifold pressure butthe R." P. M.s are not such as to open the front end of the pipe IS, theoil "8 will return through pipes I T0,-IB1,-I43 and I40 to pump MI andlower the diaphragm 92 thereby permitting ingress ofair through portsE75 below partition fiil in housing-'8'; and through hole 9| inpartition 90; toipermit diaphragm I 08 to rise upwardly and float'ball:I04-to release and the oil 9.-in reservoir I09willsiphon through pipesH8 and I20 to main bearings .I2 to I4 inclusive and towns 22 to 25inclusive.

While the engine I0 is idling there is usually sufficient oil pressureand manifold pressure to .hold the diaphragm I08 in'its loweredposition, vto .hold thewasher II4 on the upper 'surface of float ballI04 against the restricted lowered end of pipe I00 and to hold thediaphragm 92 in raised position against the hole ill in partition 90.Whenthe ignition switch is opened, the engine 'ID will no longer be inoperation; therefore, the fan I65 will no longer cause a pressureagainst the vane 65 thereby-allowing same to move forwardly which willopen the .front end of pipe- I7.

The open end of pipe I1 provides a break between the pipes I18 and I20by admitting air to the check valve I I5 and thus to the pipes I I8 andI20 "whichwill prevent the oil 9 in auxiliary tank 1 0| from siphoninginto the bearings andpans and.

Insure. an ample supply of lubricant for again starting the motor.

When .the ignition switch 30 is opened it will also stop the flow ofcurrent through wire 29, terminal 3|, wire-45, contacts and 51 throughmagnet coil 52 and will cause the resilient air tight washer 55 to dropagainst the open end of pipe I I2 and prevent air from entering thechamber H0 in the bottom of auxiliary oil tank IOI, thereby, preventingdiaphragm I08 from bein moved upwardly by the spring II3 until thewasher 55 is again caused to move away from the open end ofpipe I I2.Also, there no longer being a vacuum in the housing 84 when the engineI0 is not in operation, the oil pressure would drop and the oil 8 wouldflow through pipe I'I0 back into thebearings I2, I3, and I4. There beingno vacuum in the housing 84, at this time, the diaphragm 92 will move tothe lower position. It is thus seen how the diaphragms are in thelowered position as described in the beginning of Method of operation.

.In the drawings and specification there has been set forth a preferredembodiment of the invention, and although specific terms are employed,they are used in a generic and descriptive sense only, and not forpurposes of limitation, the scope of the invention being defined in theclaims.

I claim:

. 1. Lubrication apparatus for an internal combustion engine having mainbearings for a crank shaftand connectingrod bearings adapted. to bemounted on the crank shaft and an oil pan and cups through which theconnecting rod bearings travel, said engine having an ignition circuitand an intake manifold and a driven fan for cooling the engine, an oilreservoir disposed at a higher level than the oil pan,.a siphon pipeextending from the-oil reservoir into the .oil pan and having a checkvalve in the lower end thereof and an opening in the-highest portion ofthe siphon pipe, a vane movable by the flow of air from the fan forclosing the opening to allow oil to siphon from .the reservoir'into theoil pan, a diaphragm in the lower portion of the reservoir and springmeans for normally moving the diaphragm upwardly to expel the oil in thereservoir through the siphon pipe into the oil, pan, meansconnected tothe intake manifold of the engine for creating a vacuumin the oilreservoir below the diaphragm for withdrawing oil from the oil pan inthe reservoir, a pipe leading from the siphon pipe to all of the cupsthrough which the connecting rod bearings w .travel, means operable bythe force of the slipstream of the fan when the engine is cruisingabove: normal cruising speed for breaking the vacuumbelow the diaphragmto allow the spring to raise the diaphragm to expel oil from thereservoirinto. the cups through which the connect- .ing rod bearingstravel, means operable by closing the ignition circuit for also breakingthe vacuum below the diaphragm and allowing its spring to move .thediaphragm upwardly to expel oil from 'the reservoir into the pansthroughwhich the connecting rod bearing-s travel, and means operableby theengine assuming .a predetermined inclined position for breaking thevacuum in the top of the reservoir and also in the space below thediaphragmin the bottom thereof for allowing oil to be expelled from thereservoirinto thepans through which the connecting rod bearings travel.

2. In an internal combustion engine having main crank shaft bearings andconnecting rod bearings adapted to be disposedon the crank shaft andhaving an oil panand a plurality of cups disposed in the oil pan throughwhich the connecting rod bearings travel and having an ignition circuit,a pipe leading to all of the cups, said internal combustion enginehaving an intake manifold and a pipe leading therefrom, an oil reservoirdisposed at a higher level than the oil pan and having a siphon pipeleading upwardly from the lower side thereof and then downwardly to theoil pan and having a check valve in the lower end thereof for allowingupward movement of oil in said pipe but preventing downward flowtherethrough, said siphon pipe having a branch pipe connected to the oilcups, an oil pump having its intake side extending below the normal oillevel in the oil pan and having its output side connected to the maincrank shaft bearings and also connected to the pipe leading to the cupsthrough which the connecting rods move, a diaphragm disposed in thebottom of the reservoir and spring means for normally urging thediaphragm upwardly to raise the level of oil therein to a point where itwill siphon through the siphon pipe to the cups and to the mainbearings, an intake pipe leading from the intake manifold to the bottomof the reservoir and below the diaphragm therein, valve means foropening said pipe upon completion .of the ignition circuit, connectionsbetween the highest point of the siphon pipe and extending to a pointadjacent the fan, a pivoted vane having a valve thereon so that theslipstream from the fan will move the valve to closed position to closethe siphon pipe, means operable when a predetermined air velocity isgenerated by the fan for opening the vacuum line extending from themanifold to the bottom of the oil reservoir to break the vacuum thereinto allow the diaphragm to move upwardly to expel the oil through thesiphon pipe into the main bearings and the cups through which theconnecting rod bearings move.

3. In an internal combustion engine having main crank shaft bearings andconnecting rod bearings adapted to be disposed on the crank shaft andhaving an oil pan and a plurality of cups disposed in the oil panthrough which the connecting rod bearings travel, a pipe leading to allof the cups, said internal combustion engine having an intake manifoldand a pipe leading therefrom, an oil reservoir disposed at a higherlevel than the oil pan and having a siphon pipe leading upwardly fromthe lower side thereof and then downwardly to the oil pan and having acheck valve in the lower end thereof for allowing upward movement of oilin said pipe but preventing downward flow therethrough, said siphon pipehaving a branch pipe connected to the oil cups, an oil pump having itsintake side extending below the normal oil level in the oil pan andhaving its output side connected to the main crank shaft bearings andalso connected to the pipe leading to the cups through which theconnecting rods move, a diaphragm disposed in the bottom of thereservoir and spring means for normally urging the diaphragm upwardly toraise the level of oil therein to a point Where it will siphon throughthe siphon pipe to the cups and to the main bearings, an intake pipeleading from the intake manifold to the bottom of the reservoir andbelow the diaphragm therein, said intake pipe having an airtight housingdisposed thereon, a diaphragm disposed in the bottom of the airtighthousing, which, while the engine is operating is normally held in araised position by pressure from the oil pump, the airtight housinghaving a partition disposed therein with a small hole in the bottomthereof against which the diaphragm is held, a pipe leading from thebottom of the airtight housing to the oil pump, means operable when theengine is running but only a limited amount of oil pressure isavailable, such as in a hard pull, whereby the diaphragm in the airtighthousing will collapse relieving the vacuum in the line extending fromthe manifold to the bottom Of the oil reservoir as well as in the lineextending to the top of the oil reservoir to allow the diaphragm in theoil reservoir to extend upwardly to expel the oil through the siphonpipe into the main bearing and the cups through which the connecting rodbearings move.

4. In an internal combustion engine having an ignition circuit andhaving main crank shaft bearings and connecting rod bearings adapted tobe disposed on the crank shaft and having an oil pan and a plurality ofcups disposed in the oil pan through which the connecting rod bearingstravel, a pipe leading to all of the cups, said internal combustionengine having an intake manifold and a pipe leading therefrom, an oilreservoir disposed at a higher level than the oil pan and having asiphon pipe leading upwardly from the lower side thereof and thendownwardly to the oil pan and having a check valve in the lower endthereof for allowing upward movement of oil in said pipe but preventingdownward flow therethrough, said oil reservoir having a pipe leadingfrom the upper end thereof and its lower end being restricted, thelast-named pipe having a vertically disposed, freely mounted, rodtherein having a horizontally disposed T attached to its upper endbeyond the limits of the pipe thereby restricting its downward movement,a float ball disposed on the lower end of the vertically disposed rodand disposed within the oil reservoir, the last-named verticallydisposed pipe having a T fixed to its upper end, the T having branchpipes, one of which leads to the intake manifold and the second of whichleads to the bottom of the reservoir, said oil reservoir having adiaphragm near its lower end, spring means for normally urging thediaphragm disposed in the bottom of the reservoir upwardly to raise thelevel of the oil therein to a point where it will siphon through thesiphon pipe to the cups and to the main bearings, means for opening thesecond branch pipe upon completion of the ignition circuit, said enginehaving a cooling fan, a pipe connected to the highest point of thesiphon pipe, and extending to a point adjacent the fan, a pivoted vanehaving a valve thereon so that the slipstream from the fan will move thevalve against the open end of the last-named pipe to close the siphonpipe, means operable when a pre-determined air velocity is generated bythe fan for breaking the vacuum in the branch pipes extending to the topand bottom of the oil reservoir thus permitting the float to movedownwardly to break the vacuum within the top and bottom of thereservoir and expelling the oil from the reservoir through the siphonpipe into the main bearings and the cups through which the connectingrod bearings move.

5. In an internal combustion engine having a crank-shaft and main crankshaft bearings and connecting rod bearings adapted to be mounted on thecrank shaft and having an oil pan and a plurality of cups disposed inthe oil pan through which the connecting rod bearings travel, saidengine having an intake manifold and a driven fan for cooling the engineand an oil pump, an

11 oil reservoir disposed-at a higher levelthan the oil pan, adiaphragmdisposed in spaced relation to. the bottom of the oilreservoir, a spring normally urging the diaphragm upwardly, a COllneC'tion'between the bottom of the oil reservoir and the intake manifold, asiphon pipe extending from the oil reservoirinto the oil pan and havinga check valve in the lower end thereof and having branch pipes, onebranch pipe leading to the main bearings and the other branch pipeleading tothe cups in the oil pan, said other branch pipe havingahousing thereon through which the oil must pass before entering the oilcups, said housing being-airtight and having a horizontally disposeddiaphragm therein, said last-named diaphragm having a small hole in itscenter, a spring confined at its lower end by the bottom of the housingand having its upper end pressing against the last-named diaphragm, thehousing having an annular wall projecting upwardly from its bottom to apoint adjacent the last-named diaphragm and the annular wall having ahole in its lower side thereof smaller than the hole in thelast-nameddiaphragm, means operable for breaking the vacuum within the reservoirand in the space below the first-named diaphragm and allowing oil to beexpelled through the siphon pipes to the housing on the branch pipeleading from the siphon pipes wherein the extra weight or pressure ofthe oil from the reservoir tank will force the diaphragm confinedtherein downwardly against the annular wall against the upward pressureof the spring and permitting only enough oil to continue to the cups toprovide normal lubrication by passing through the smaller hole in thelower side wall of the annular wall, and means operable by the-normaloperation of the engine for siphoning oil from -theoil pan into thereservoir and-allowing the-lastnamed diaphragm to return tonormalposition to permit a normal supply of oil under pressure from the oilpump to course through the branch pipes and through the smallhole in thecenter of the last-named diaphragm over the top edge of the annular walland continue through the branch pipes to the oil cups in the crankcase.

6. In an internal combustion engine having main bearings and connectingrod bearings and an intakemanifold, an oil reservoir'and an oil pan,means controlled by one speed of the engine for withdrawing oil fromtheoil pan into the reservoir, means controlled by another speed of theengine for expelling oil from the reservoir to the above-named bearings,means also operable by the tiltingof the enginefrom its normalhorizontal plane for expelling the: oil from the reservoir to thebearings, and means also operable by still another speed of theenginefor expelling the oil from the reservoir to the bearings.

HAL B. JAYNES.

REFERENCES CITED..-

The followingreferences are of record in the file of this patent:

UNITED, STATES PATENTS 1 Number Name Date 2,182,948 Schojin Dec. 12,1939 2,273,888 Paulsen Feb. 24, 1942

